dinwiddie



W. DINWIDDIE.

HYDROCARBON ENGINE APPLICATION FILED NOV. 1, 1918.

1,426,049, I Patented Aug. 15, 1922.

I 4SHEETSSHEET I. 5x 56 Fig-1- 56 55 e2 INVENTOR.

l A TTL JRNEY. I

W. DINWIDDIE.

HYDROCARBON ENGINE. APPLICATION FILED NOV. 1, 1918.

Patented Aug 15, 1922.

4 $HEETSSHEET 2- l A TTORNEY.

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W. DlNWlD-DIE. HYDROCARBONYENGINE. APPLICATION men NOV.'],1918.

Patented Aug. 15, 1922.

4 SHEETS-SHEET 3.

IIVI/ENTOH WWW B A TTORNEY.

W. DINWIDDIE. 'HYDROCARBON ENGINE.

APPLICATION FILED NOV. I, 1918.

Patented Aug. 15, 1922.

4 SHEETSSHEET 4.

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INVENTOH 14 ORA/E7.

PATET GFFIE.

WILLIAM DIN'WIDDIE, OE METUCHEN, NEW JERSEY.

I-ISZDROCAI-T BON ENGINE.

Application filed November 1, 1918. Serial No. 289,660.

T all to 710m it may @012 com Be it lrnown that I, rillium; Di'ivwinmn, a citizen of the Ui'lited States, residing in Metuchen, county of li liddlesex, and State of New Jersey, have invented a new and useful Improvement in l'lydrocarbon Engines, of which the followinp; is a description.

This invention relates to hydrocarbon engines and, particularly, has reference to a means by which high compression can be obtained, complete scavenging; is produced, and variable compression is'provided for. i

Among the objects of my invention may be noted the following: to provide a structure wherein high compression of the fuel can be obtained and maintained according to predetermination; to provide means by which complete scavenging is produced, so that no particle of a previously exploded. body of gas or products of combustion shall. remain in the combustion chamber; to provide means by which compression of the fuel is rendered variable, whereby to com' pensate for all possible conditions under which the engine. may be working; to provide means by which a complete new charge unmixed with products of combustion, or residue of a previously exploded charge, is compressed and exploded during every cycle of the engine; to provide means by which, at every cycle of the engine, a new cold mixture is provided for compression and explosion; to provide means by which the new cold charge will aidin the cooling of the engine, whereby pre-ignition is prevented because higher compression permitted; to provide means by vwhichvery high compression of the explosive is possible, thereby increasing the power of the engine due to the increased blow per soaxare inch obtained from the highly compressed fuel. before sparking; to provide method and means by which to produce the results noted in the foregoing without increasing;- the amount of charge or fuel. or increasing the size of th explosion chamber or the picton area; to provide means by which differences in temperature, resulting; from differences in altitude or otherwise 'maybe compensated for, thus maintaining the ethciency of the engine and preventing the same from missing; tire or from going; dead under changing temperatures or altitude; and to provide a simple, light, coin line 6-6 of Figure pact, strong, durable and economically built Figure 1 is an elevation of the intake side of a two-cylinder hydrocarbon engine embodyingmy invention;

Figure 2 is a view similar to Figure 1 with the cylinders and cams shown in ver tical section and parts broken away to illus trate details;

Figure 3, is a section substantially on the line 33 of Figure 4, the fig re being en: larged to illustrate important details of construction Figure 4 is a top plan view of Figure 1, the base of the machine being omitted;

Figure 5 -is a horizontal section on the line 5-5 of Figure 2;

F igure 6 is a horizontal section on the Figure 7 is a section on the line 7-7 of Figure 3; and

Figure 8 is a perspective of the connecting plate hereinafter described.

Referring to the drawings, the numeral l indicates asuitable base or support for the engine, the crank-case 2 being suitably sup ported thereon, and it being understood that the support 1 may form apart of the crankcase 2, or may be a built-up stationary support, or the bottom of an aircraft, or the supporting base or plate which is usually bolted to the chassis of a motor-vehicle. The driving-shaft 3 is suitably journaled in the base or crank-case and has, at one end, the balance wheel l, and between its ends the two oppositely disposed operating cranks 5 and 6. In the upper part of the crank-case, a counter-shaft '7 is, or may be, journaled, the same carryin; a sprocket wheel 8, over which runs a sprocket-chain 9, also running over a sprocket-wheel 10 fixed to the driving-shaft 3. At its out-er end, the shaft 7 carries a sprocket-wheel 11, over whichruns the sprocket-chain 12. the function of which will be presently described. Erected upon the crank-case 2 are two cylinders 13 and i l; in which operate, respectively, the pistons 15 and 16, the one having a rod 17 connected with the crank 5 and the other having a rod 18 connected with the crank 6, on the driving-shaft 3. The cylinders 13 and 14 are enlarged at their upper end, respectively, at 19 and 20, and the said cylinders, from top to bottom, are provided with water-jacket 21 supplied through medium of the pipe 22. The upper end of the cylinders provides a. secondarv,-

take is about midway of the upper enlarged part of the cylinders, as at 2?, while the exhaust is diametrically opposite, as at 28, Figures 4 and 5. The intake chamber is indicated at 29 and the exhaust chamber at 30, the piston cylinders being separated by the web or partition 31.

The pistons 25 and 26 have ports or valves, the piston 25 having an intake pocket 32 and an exhaust pocket 33, and the piston 26 having an intake pocket 34 and an exhaust pocket The intake pocket 32 has an elongated, circum'ferentially extending intake port 36 in its side, and bottom port 37, similarly shaped and disposed exhaust and bottom ports 38 and 39 being provided for the exhaust pocket 33. The piston :26 has similar ports indicated, respective 7, by 4041, 4243. The bottom ports 37-23;, 41-43 are sector-shaped, as clearly sl :wn. in Figures 5 and 6, and are arranged at 90 apart. The ports 3638 are on different levels, that is, the intake port 36 is higher in the cylinder 25 than the outlet port 38. This is also true of the intake and outlet ports 40 1-2 in cylinder 26. This arrange-- ment of supply and exhaust ports is to correspond with the difference in elevation of the chambers 293O and the difference in position of the cylinders 252(5 during the intake of gas charge and exhaust or scavenging. See Figures 2 and The pockets 32-33, 3-jl35 extend only half way, approximately, from the bottom toward the top of the respective pistons, see Figin'e 3, the top of the pockets being entirely closed or headed, as indicated at 44, thus leaving a substantial well 45 in each piston above said pockets adapted to receive a large quantity of lubricating oil. Cent-rally. the pistons 2526 are provided with an upwardly extending boss 46 against which rests the lower end of coiled springs 47 surroundin, the shafts 48, which extends through the pistons, carrying at their lower ends valved disks 49, 49 adapted to snugly engage the bottom of the pistons, see Figures 2, and

6. The upper ends of the shafts 48 extend into the elongated hubs 50 of bevel-gears 51, seated by collars 52 upon the base 5 5 of a carrying frame, uprights 54 thereof, at opposite ends, having elliptical openings 5 in which operate flanged cams 56, fixed to a shaft 5? by means of collars 58, the shaft 57 being journaled in bearings 59, provided in the upper ends of brackets 60, secured at their lower ends in suitable manner, as by bolts 61, to the engine cylinders or upper portion of the water-jacket. The shaft 57 has at one end a crank 62, by which the shaft may be rotated, as required, but in predetermined degree. The base 53 is provided centrally of the two pistons 25-26 with depending cylindrical portions 63, in which the hubs 00 of the bevehgears 51 are journaled and rotate, the said cylindrical portions extending a distance into the wells 45 toward the heads 44, and considerably above the top of the bosses 46, the diameter of the latter being materially less than the diameter of the cylindrical portion 63, so as to provide retainers for heavy cushion springs 44 seated upon heads 44 and adapted to engage the lower ends of cylindrical portions 63. The shafts 48 have a detachable soline secured thereto, in the form of. a plate 64, Figure 8, having a reduced exten sion in the opposite surfaces of which are grooves 66 and in the upper portion of which plate 64 are apertures 6'7, through which extend screws 68 which secure the spline-plate 64 in an elongated saw-cut of the shafts 48, the width of the splineplate 64 being snficient to extend beyond the cir eumference of the shafts 48 into longitudinal grooves 69 formed in the inner surface of the hub 50, as clearly shown in Figures 3 and 7. Thus the shaf 48 are, by a removable spline, secured to the hubs of the gears 51 to rotate with the latter and rotate the valve-disks 49-49. hen the spline-plates are in position, as shown in Figures 3 and 7, the shoulders 70 thereof are engaged by the springs 47, the expansive force of which hereby normally tends to hold together the pistons and the valve-disks 49 49, thus keeping their contiguous surfaces yieldingly in engagement. Each of the pistons 2. and 26, see Figures 1 and 2, is provided with oppositely extending arms 71, each having a pin 7 2 running in a cam path 78 formed in the inner face of disk 74 secured to a shaft 75, also having fixed thereon bevelgears 76, meshing, respectively, with the bevel-gears 51. As shown in Figure 2, the centrally disposed cam disk 74 cooperating with the arms 71 may be duplex in form, that is, of greater thickness than the end disks and provided in. its opposite faces with the cam grooves 73. The form of the campaths 73 is shown in Figure 3, The shaft 75 is journaled in the uprights 54, and, at

one end, abuts against a bracket 60, iin Figure 2, and at the other end, passes through the opposite bracket 60, an elongated slot 77 being, provided to enable said shaft to be raised. and lowered relatively to the brackets with the other mechanism connected to the base and" uprights 54. The shaft 75. a considerable distance beyond the slot 77, is provided on its end with a sprocket-wheel 78, of the same di-- ameter as sprocket-wheel 11, over which runs the sprocket-chain 12, and the slack in the latter, of which there must be considerable, as will hereinafter be explained, is controlled by a flanged takeuip roller 79 carried by an arm 80 adapted to freely swing" from itslower end upon ai-bracket 81 fixed to the water jacket of the engine. see Figures 1 and 4. A sprint: 82. one end of which isconnected to the bracket 81 and the other end. to a pin SS eXtending laterally from the arm 80, holds the latterwith the take'up roll 79 yieldinglv in engagement with the sprocket-chain 12, thus between the sprocket-wheels 11 and 78 controlling. such slack as there may be under different adjustments, so that thewheel 11 may properly drive the chain 12, and the latter prop.-

erly drive the wheel 78 to drive'the shaft 7 5. so as to rotate the cams andv gears carried thereby in timed relation to the driving-shaft 3.

Viewing Figure 3, it will beunderstood that the rotation of the disk-valve against the bottom surface of the respective pistons will be in the presence of considerable heat, requiring, in consequence, a very thorough and constant lubrication of the cooperating surfaces. To provide for this, the oil, poured into-the well 45 of each of the pistons, will find its way into the spring chamber 84. and from thence into aperture 85 in the shaft 48, said aperture communicating;with a central bore 86 of said shaft, as well as with the opposite grooves 66 in the spline-plate 64, said bore 86 extending to near the bottom of the shaft 48, at which points a transverse aperture 87 communicates therewith to enable the oil to run down upon the upper surface of the disks49 and 49. Thus, not only the cooperating surfaces of the disk-valves and their pistons 25 and. 26 are constantly lubricated: but, the cooperating, surfaces of the shaft 48 and pistons are thoroughly lubricated, well as cooperating surfaces of the hub 50 and pendent member 63. The upper and lower pistons and cooperating work cylinder surfaces are also effectively lubricated. The oil wells 45 provide. for. aconstant automatic supply of oil to thesaid cooperating surfaces, and the size' of said wells obviates the necessity for frequent re-; plenishing. I

Each of the pistons25 and 26 is provided with a plurality of piston rings 88, which make a. fluid tight joint between them and the cylinders in. which they work, as is usual. A screw-threaded bore or chamber 89 is conveniently located for the introduction of a spai'leplug, whereby to fire the compressed fuel and causethe explosion at the proper time. Having: described the details of my invention, the following relative arrange ment should be understood.

Primarily, it should be understood that the engine is of the four-cycle type and that the number of cylinders may be increased to any extent desired within the bounds of proper cooperation and interaction as understood at the present day. The pistons 15 and 16 are confined to vertical reciprocations, while the pistons 25 and 26 and valves 49, 49 have vertical reciprocations and continuous circular movements; that is to say. the pistons 25 and 26, in which are provided the intake and exhaust'ports", are confined to vertical recip'roc'ations while the valve-disk members 49, 49 have also independent, continuous, rotary movements relatively to said pistons, in the direction of the arrows, Figures 5 and 6; Additionally, the pistonvalves and their operating'mechanisms may be bodily raised and lowered or adjusted through the medium of the crank 62, shaft 57 and cams 56, which latter operate upon the uprights 54 to raise and lower the bed 53and all the parts carried thereby, such adjustments being for purposes presently described. Through the medium of the sprocket mechanisms 7, 8, 9, 10, 11, 12, 78, the shaft 75 is rotated to rotate the cams 74 and reciprocate the, pistons 25 and 26, and rotate the bevel-gears 76, 51, and rotate the valvedisks 49, 49 relatively to the pistons 25 andQG.

It should also be understood that the ratio between shafts 3' and 75 is 2 to 1, viz., two rotations of shaft 3 produce one complete rotation of shaft 75. Also, it should be understood that cams 73-74 on shaft 75 produce a reciprocating ratio of the pistonvalves 25-96, with reference to the pistons 16-17 of 1 to 2', bringing about relative movements between the two pistons such that, on the scavenging stroke of the pistons, the upper piston completes 75 of its down stroke, reaching this degree of its movement as the lower piston is about to start up wardly, so that the pistons come together, as at the right of Figure 2, to complete the scavenging operation. It should also be understood that such ratio of reciprocation brings about a condition such that, when the upper piston has completed its upper stroke,

. as shown at theleft in Figure 2 and in Fig ure 3, the. lower piston will have reached, in its compression stroke, approximately its upper extreme position. whereby, when the explosionrtakes place, the upper piston. will be-in position totake the explosive force and cushion the same through the medium. of the spring 44- upon the lower end of the rigid member 63, thusmabling the whole of the expansive force or power of the explosion to be transmitted to the lower piston. Also, it should be understood that the valve-d sks l9l-9 have a ratio of one rotation to two reciprocations of the pistons 1516; and a ratio of one rotation to one reciprocation of the pistons 2526; also that the ports a in the valve-disks 49 49" are larger than the ports 37- l1 and 32-43, and that said. larger ports are arranged so that, with the bottom ports in the pistons arranged 90 apart, the disk-ports 0; will be passing from either a port 39 or 13 to a port 37 or 11, respectively, so that said ports 39-43 will be completely closed as the ports 3741 are being uncovered. Furthermore, it should be understood that the cylinders are arranged to work in alternation so that, when the intake at one cylinder is occurring, exhaust at the other cylinder is taking place, and vice versa. Hence, explosions follow each other in the two cylinders 90 apart.

With the foregoing understanding of construction and arrangements, the following mode of operation will be clearly understood:

The cycles occur in the following order:

Complete scavenging takes place, viewing Figures 2, 5 and 6, and considering one cylinder with the port a: in the valve-disk 49 between 180 and 270. At this time, port 39 in the bottom of the piston 25 is completely uncovered, and both the upper and lower pistons 25 and 15 are together, the upper piston having reached its extreme of downward movement and the lower piston having reached its extreme of upward movement. The intake port 37 is, of course, entirely closed but is about to be uncovered.

Intake begins immediately upon completion of scavenging with the port 00 moving between 270 and zero. Exhaust port 89 is completely closed and intake .port 37 is being uncovered. The upper piston 25 rises to its upper extreme and remains periodically at its upper extreme-see Figure 3 and the form of cam shown therein. The lower piston moves to its lower extreme and be gins to return for its compression stroke.

Compression occurs with the travel of the port 00 between zero and 90, and with the ports 39 and 37 covered. The upper piston 25 remains at its upper extreme, and the lower piston 15 travels to its upper extreme. Complete compression occurs when the piston 15 reaches its upper extreme at the begining of the enlarged chamber 24- when sparking and explosion occur, driving the piston downwardly for its power stroke.

The working stroke of the lower piston occurs with the port 02 moving between 90 and 180. Ports 39 and 37 are still cov' ered. The upper piston begins to descend, and the lower piston, after completing its downward working stroke, begins to rise for scavenging purposes.

The scavenging operation re-occurs with the two pistons 25 and 15 together, as shown at the right of Figure 2, and with the port as moving from 180 to 270, as before noted, the exhaust port 39 being uncovered so that all products of combustion and unburned gases will be completely driven out of the work cylinder below the piston-valve 25.

The second cylinder, or the one on the left, Figures 2, 5 and 6, is timed with reference to the first cylinder, or the one on the right, so that it operates 90 behind the first cylinder; that is to say, the port a; in the valve-disk 49 follows behind the port :0 in the valve-disk 19 just 90, the explosions, consequently, occurring in the two cylinders 90 apart. This routine is carried out in each successive cylinder added, so that an explosion will occur in the fifth cylinder simultaneously with the explosion in the first cylinder, and so on.

When it is desired to change the position of the pistons 25 and 26, so as to vary the degree and completion point of compression, the crank 62 is turned, thus shifting the cams 56 on the shaft 57 in the openings 55 of the uprights 5e, thus raising or lowering, as the case may be, the gears and cams and shaft carrying the same and all supported on the base and uprights 53-5 1. This results in varying the positions of the pistons 25 and 26 in the respective work cylinders, thus varying the size of the work chamber and the amount of compression possible within the latter. This may be doneat any time conditions warrant the same, such as changes in altitude and atmospheric conditions. Owing to the fact that both cylinders work on very high compression, compared with other engines, the shafts 57 and cams 56 are an efiicacious means for starting the engine in action; that is to say, with the very high compression on which the engine normally works, it would be almost impossible for one man to crank the same and start it into action. Therefore, in order to crank the engine easily, the crank 62 is turned so as to raise the pistons 25 and 26 within their cylinders, thus lowering the point of compression for the charge drawn into the cylinders. This may be reduced to anything desired down to, or below, 60 pounds per square inch until the engine is well started, whereupon the point of compression is gradually raised or increased by turning the crank 62 until the pistons 25 and 26 have been raised to the desired point. The engines, once started, will automatically compensate for the foregoing adjustment and automatically work up to the high compression, according to predetermination.

From the foregoing, it will be seen that the amount and point of compression in my engine is variable and that variations can be brought about as desired, either for starting the engine or for increasing its power, or for adapting it to varying conditions of atmospheric pressure brought about by altitude or atmospheric changes. It will also be seen that, with my engine, much greater compression can be attained with a consequent increase in .power or operative stroke of the pistons, the possibilities being as great as upwards of 120 pounds pressure to the square inch, giving pounds per square inch blow or power for each additional pound of compression above normal, without any change in the amount of gas or charge and with no increase in the work chamber or piston areas. important factors, and upon to lay stress.

Another important feature of my invention residesin the fact that the method of cooling is much quicker in my engine and is carried out to a much more effective degree than in other engines by reason of the fact that complete scavenging takes place, thus eliminating all heated fluid within the work chamber during every working cycle. This eliminates a large percentage of the heat. Added to this is the fact that the intake brings into the cylinder a perfectly cold gas charge, which remains cold until com-- pression begins, or is well under way. This cold charge very materially reduces the heat of the cylinder, which likewise prevents the cooling liquid in the water-jacket 21 from attaining a very high temperature, all of which brings about rapid cooling and maintains the work cylinder and ports therein at a uniformly low temperature. Another important feature of my invention is the them I desire method of lubrication; that is to say, the

provision of oil wells carrying large quantities of lubricant in the two pistons 25 and 26, the lubricant finding its way through the apertures 85. in the shaft l8, through the passage 86 to the heads of the pistons 25 and 26, and inner surfaces of the valve disks 49 and 49%, Moreover, the cylinders and pistons are likewise lubricated from the overflow of the lubricant, thus keeping all working parts thoroughly lubricated and providing for an exceedingly large supply of lubricant, which, when exhausted, is readily re-supplied by simply pouring into the wells 45. Oil-tight heads 90 may be provided for the wells 45 to close the same and pre-' vent the oil from spilling or splashing, 1n the event the engine is used for road vehicles or aircraft, a screw-cap 91 being provided for replenishing. See Figure 3.

Having thusdescribed my invention, what These are all very.

I claim and desire to secure by Letters Patent is:

1. A hydrocarbon engine having, in combination, a work cylinder, the upper part of which is of greater diameter than the lower part; pistons working in the upper and lower parts of the cylinder; valve mechanism carried for actuating said valve mechanism. and means by which variable compression of the charge may be produced in the work cylinder. 1

2. A hydrocarbon engine having, in combination, a work cylinder, the upper part of which is of greater diameter than the lower part; pistons working in the upper and lower parts of the cylinder; valve mechanism carried by the upper piston; means for actuating said valve mechanism; and means whereby compression of the charge in the work cylinder can be changed and regulated according to predetermination.

3. A hydrocarbon engine having, in combination, a work cylinder, the upper part of which is of greater diameter than the lower part; pistons working in the upper and lower parts of the cylinder; valve mechanism carried by the upper piston; means for actuating said valve mechanism: and means whereby compression of thecharge in the work cylinder may be varied according to the temperature or conditions of the atmosphere in which the engine is working.

4. hydrocarbon en ine having. in combination, a work cylinder divided. into two sections one of which is of greater diameter than the other; pistons working respectively in the two parts of the cylinder and each adapted to traverse substantially the entire length of its part; valve mechanism carried by one of the pistons; means for rotating said valve mechanism relatively to the pistons; means for reciprocating the pistons to produce the several functions of a fourcycle engine; and means by which complete scavenging in the work cylinder can be produced.

5. A hydrocarbon engine comprising a work cylinder having two pistons working therein in alignment and toward and from each other; and means enabling complete scavenging to take place through one of the pistons when they are together, including a rotary disk substantially covering the end of said piston and having a port cooperating with the ports of the piston.

6. A hydrocarbon engine having a. plurality of work cylinders, two pistons working in alignment in each of the work cylinders and toward and from each other and between which compression takes place; means including a port in one of the pistons of-each cylinder for admitting a combustible charge by the upper piston; means pression to be produced in said pistons in eluding a rotary disk for cooperation with the charge-admitting means.

7. A hydrocarbon engine having a plurality of work cylinders two pistons operating in each of the work cylinders; means for driving the two pistons together for scavenging purposes; and a valve in one of said pistons through which scavenging takes place when the pistons are together, including a rotary disk substantially covering the end of said valve-carrying piston.

8. A hydrocarbon engine such as set forth in claim 4 and characterized by means whereby compression of the explosive charge is produced while one of the pistons is stationary.

9. A hydrocarbon engine having a work chamber two pistons operating in the work chamber in alignment with each other, one of which pistons is provided with exhaust and inlet ports; and a rotary valve cooper ating with said ports and substantially covering the end of said piston.

10. A hydrocarbon engine having a reciprocating piston in its work cylinder provided with inlet and exhaust ports in its circumference, and cooperating inlet and exhaust ports in its bottom; and a rotary valve cooperating with the latter ports and substantially covering the end of said piston.

11. A hydrocarbon engine having its work cylinder divided into a large and a s nall chamber; large and small pistons working in said chambers respectively, one of said pistons being provided with inlet and exhaust ports in its circumference and complemental inlet and exhaust ports in its end; and a rotary disk valve working against the end of said piston for covering and uncovering its end ports; and means for yieldingly holding the valve against the end of the piston.

12. A hydrocarbon engine having its work cylinder divided into large and small chainbers pistons of corresponding size working in the respective chambers and one of which is provided with ports and a controlling valve whereby intake and exhaust take place through said piston; and means for reciprocating the pistons in their respective chambers with a ratio of one to two, whereby the functions of a four-cycle engine are produced.

13. A hydrocarbon engine having a work cylinder; a piston reciprocating therein having intake and exhaust charnbers; ports for said chambers extending through the circumference of said piston and one of its ends; a valve for covering and uncovering the end ports of the piston; and means for actuating the piston and valve with a ratio of one reciprocation of the piston to one rotation of the valve.

1%. A hydrocarbon engine having a work cylinder divided into two chambers differ ing in diameter; pistons working in the respective chambers; means for reciprocating said pistons in the respective chainbers; ports in the circumference and in one end of one of the pistons; a rotary valve cooperating with the end ports of said piston; means yieldingly holding said valve against the end of said piston; ports in the wall of the cylinder cooperating with the circumferential ports of said piston; and means for operating said valve.

15. A hydrocarbon engine having a work cylinder; two pistons working in said cy1inder in alignment with each other; one of said pistons having ports in one end and also in its circumference; ports in the cylinder cooperating with the circumferential ports of the piston; a rotary valve held against the end of thepiston and cooperating with the end ports thereof and substantially covering the end of said piston and having a single port therein; means for actuating said valve; and means for reciprocating said pistons, whereby the usual functions of a four-cycle engine may be produced.

16. A piston for hydrocarbon engines having inlet and exhaust ports in its circumference and in one end thereof; a valve COOPBliltlIlg with the end ports; said piston having an oil chamber above the said ports; and means whereby the oil may be conducted to the cooperating surfaces of the piston and valve.

17. A piston having inlet and exhaust ports in its functional end; a valve cooperating with said functional end; said piston having an oil well above said ports; and means for conducting the oil to the cooperating surfaces of the piston and valves.

18. A piston for hydrocarbon engines having an oil well in one part thereof; a valve cooperating with the piston; and said piston havin a longitudinal central bore for conducting the oil to the cooperating surfaces of the valve and piston.

19. A piston for hydrocarbon engines having at one end inlet and exhaust ports: a valve for covering and uncovering said ports; means for yieldingly holding the valve against the end of the piston; means for actuating the valve; the piston having an oil well; and means between the valve and the oil well for lubricating the cooperating surfaces of the piston and valve.

20. A hydrocarbon engine having a work cylinder; two pistons working in said cylinder; one of said pistons having ports in one end and in its circumference; ports in the cylinder cooperating with the circumferential ports; a valve cooperating with the end ports, including a rotary disk substantially covering the end of the said piston and having a single port; means for actuating said valve; and means for reciprocating said pistons whereby, during com pression of the fuel charge the valved epistons will be held stationary at substantially the end of its outward stroke, While the other piston is caused to positively compress the fuel charge.

21. A hydrocarbon engine having a pair of reciprocating pistons, one of which is provided With ports; a valve carried by the latter piston for cooperating With said 10 ports, including a disk substantially covering the end of said piston; means for reciprocating the piston; and means for simultaneously rotating the valve.

22. A piston for hydrocarbon engines having inletiand exhaust ports, a valve for 15 covering said ports, and means between the piston and valve for yieldlngly holding the two in cooperative relation.

WVILLIAM DINWIDDI'E. 

